Tips to Fix ROUGH LANDINGS Sent in by YOU!
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- čas přidán 1. 07. 2024
- Need help on your landings? Watch me give feedback on other people's landing mistakes!
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Please make this into a series, incredibly useful!
Thank you! If it does well, I probably will
I agree. 2 bad landings today for me…..
Thanks for all your help man, helpming me a lot, just started ppl few weeks ago...
You’re welcome! Enjoy the journey!
Love the New Haven Connecticut landing.
I need to check it out now!
Great content as always! Thanks Josh!
Thanks! I appreciate that!
These landing videos make me feel better! Not because I’m any better, but because I know I’m not the only one struggling 😅
Everyone does!
Good on these pilots for sharing these landings, and to you for providing suggested improvement. As a student pilot currently trying to improve my landings, this is helpful!
Yes! I really appreciate them sharing!
Liking the new idea man, thanks for all the work on the channel!
Thanks! It’s great to get comments that let me know I’m on the right track
thanks for the video! I don't have a pilots license yet but your PPL training videos are definitely helping towards passing my written exam!
Awesome! You’re welcome!
Thanks Man you are the truth! You are that dude. Very informative
You’re welcome!
Great breakdown and tips 🇬🇧
Thanks!
Landed first time on wet grass this week. Super fun but oh the directional control XD
Super helpful video, as always!
I love landing on grass! Thanks!
These tips will help those in the sim as well Thank You and the other day seen a canadian transport comming into Vancouver and thought about this guy who has a channel called Free Pilot Training .
Thanks! Funny, I was actually flying in Canada a couple days ago. Hopefully I can get a new video over on @Adventuremen in the next few weeks
Great video Josh. That was a cool idea to try helping your subscribers. I hope you and your family are doing well. Keep up the excellent work. Safe skies my friend 🇺🇸🛩️
Thanks Kevin! I thought it was a fun idea
awesome video!!
Thanks Nick!
Thank You just what I needed.
No problem!
Nice video! ❤
Thanks!
I always want to learn from others mistakes so I don’t make them myself. excellent video and analysis
Thanks!
Love this idea. If only I had bad landings to share (just kidding)
😆
I like this. Do more!
Thanks! I’m still getting new videos, so I may still make more!
I have trouble with my approach angle being too high. That's mostly because I did most of my training on a 35' wide runway. So a 100' runway always looks like I'm way too low. I've learned from my time on my simulator that when I'm near max weight, a high approach means a much more aggressive flare. So I've been working on finding the right glide path so that landings are more consistent when I have passengers with me.
2 tips for you: halfway down halfway around. Midway through base, you should be 500’ below pattern. If you’re not, lower more flaps and chop the power. Each turn can be divided into 1 miles segments, so you should lose 300’ before reaching base, and 300 more feet before reaching final. If you’re not there, more flaps, pull power even more
Good informative video! When are you coming back to Oklahoma?
Thanks! Might be a while
Now I want Reese's Minis on top of better landings!
😆 they are good
"Landing speed" should be "final approach speed", yes? Because landing implies touchdown in many english dialects.
Steep approaches just need a little more final approach speed so you have the energy to arrest the higher rate of decent and your likely higher drag configuration. As an alternative to higher speed, pull power a bit slower and later in the round out, it will already be set lower due to the steeper approach, but of course you won't have any power to pull in the steepest and shortest-field approaches so speed and flaps are your only tools. (No point in going into too much detail because such an extreme approach won't help students pass an FAA exam.)
Shallow 3⁰ approaches are rarely an option in my area except at the largest airports, even when there is a VGI they tend to be set at or above 4⁰ due to various obstacles.(And maybe only 700 feet from the threashold)
Landing speed is different than touchdown speed. Steep angles may be necessary, but for training, it’s best to start with these shallower angles until you develop a feel for the airplane
Wait, the video that the dude had to go-around because he bounced, didn't he pull flaps up too soon and then lost lift and almost hit the ground ?
I thought that exact same thing, but I watched the video many times to verify. He only pulled up one notch of flaps from my perspective.
Great timing. I just had two terrible landings yesterday. I spent the last 40+ hours in a pa-28 for my instrument rating and decided to fly the 172 I used for private. The round out height is way higher in the 172! I bounced it off the nose wheel and had to go around.
I find the 172 way harder to land than the piper. Is this just me or does anyone else have this issue?
It can be a little trickier at first because the 172 seems like it floats a lot and the temptation is to force the airplane down onto the runway. Once the landing is assured, pull that power completely out. Wiping the power makes it easier to me. I still wipe the power on a Piper, but most students struggle when they do this
@@FreePilotTraining Thanks for the tips, your videos got me through private, much appreciated!
I have one/two quick question/s:
Have you done any of ‘mountain special’ landings and have you taught the technique to up-and-coming bush pilots? Best wishes!
Not yet. I’m still learning all that myself
how can I send you videos of my landings?
I have an email in the description. It will need to be a short video so it can go through. Large files might not send
Check the description. There should be an email address down there
I feel most of these clips besides the last one take the runway numbers as suggestions. I don’t prefer when pliots deviate and extend there aiming point when trying to fix speed or altitude. you should be able to fix airspeed, centerline, and altitude all in final approach, it shouldn’t be corrected above the runway always keep your plane directly pointed at the numbers until the roundabout and flare. Otherwise enjoyed the video.
I don't share the worst landings since the owners might check such videos as well...😊
😆 very true
I was born in Connecticut
Awesome!
Bad landings equal bad instruction. It’s not so much the landing as it is the set up. If you were stabilized with the proper airspeed and the proper sink rate and the proper amount of flaps for the conditions, all that needs to be done at the point that you’re at the bottom of the hill is a simultaneous reduction of power and a slow rotation to takeoff attitude and the plane will settle every time on its main wheels softly. I tend to have much soft landings for some reason at night then during the day.
Isn't there a saying about every landing you can walk away from? JK, great video!
Yes there is! 😆 thanks!
My assessment of all 5 is that they are over controlling ailerons. They induce their own turbulence and really none of them except for nr4 had any reason to move their ailerons at all. Ailerons are for establishing a bank and together with the elevator to then enter or exit a turn. The small turbulence should be corrected lightly with rudder pressure. I was shown this recently, I was totally over controlling myself because nearly everyone does it, especially on youtube and I thought you’re supposed to do that. And since I stopped my landings have vastly improved.
The next big problem of all of them is the incorrect use of rudder control. They should use rudder to keep flying straight but also all of them didn’t fly straight because they aim over the spinner instead of one side straight ahead. So they all touch down with a side load.
There was also some high flaring which is poor landing technique. They should use the Jacobson flare and have the correct flare cut off point and use light pressure on the elevator.
Nr4 j on top of all that also messed up his cross wind control. He didn’t use the rudder correctly to straighten out his longitudinal axis but instead kept a bit of a wing low attitude and then the wind blew him over when he touched down with a side load and not enough of aileron into the wind.
Lastly I didn’t think the steep approach was an issue. If you land at our airport you will routinely have to make that kind of an approach between airliners due to wake turbulence. Also if your engine quits the glide angle will be quite a bit steeper so best to be used to it.
Love the feedback
I’m a bit concerned about your use of rudder. You don’t use the rudder like the way you explain. You indeed correct with aileron. The rudder is then used to stay coordinated.
That doesn’t mean you should over control with the ailerons either.
@@rtbrtb_dutchy4183 If that is true, why do we only use rudder to correct a dropped wing when practicing stalls to not enter a spin? Why is it safe to do it then and not when at a lower AoA?
@@markor2476 totally different phase of flight. You can’t use aileron in a stall, because (as you pointed out as well) you can enter a spin.
During unusual attitude recovery, you use aileron and not rudder. So should I ask the same as you? If we use aileron for unusual attitude, then why not when we drop a wing while landing? Isn’t that the beginning of an unusual attitude?
You gotta keep this simple, if you drop a wing in normal flight, use the control that brings the wing up, which is the aileron.
What I’m afraid of is when you follow a larger aircraft and end up in some wake turbulence and one wing drops significantly, but you trained yourself to use rudder only. This won’t help, but you stick to the rudder, because you trained your body to react that way.
Also, in regular turbulence, what will you do when you bounce around? Use left and right rudder over and over? It crashed an airliner that way back in 2001.
@@rtbrtb_dutchy4183 Holy, okay, a few things:
- A small bump is not the beginning of an unusual attitude, that is precisely my point. The plane’s inherent stability will counteract and correct for those. And it will do so much better than you will.
- In an actual unusual attitude we use all controls, not just ailerons. We first use elevator to decrease AoA, if necessary reduce power, use coordinated ailerons and rudder to level wings and then level off.
- I’m very careful to emphasize rudder PRESSURE input only, i.e. light input on the rudder to nudge the wings back to level, I’m certainly not using or saying to use large rudder inputs
- and lastly, if your only concern is how I’m training to respond to large upsets instinctively I suspect you need more training because I know exactly what to do if that wings drops substantially as I have been trained to do.
First one agree a bit high on round out, but wing wagging was disruptive. While he used rudder for coordination, the nose went a bit wrong initially each time (adverse yaw.) If we direct our nose (between our legs) down the centerline with rudder only for correct yaw, no adverse yaw. We don't want to turn so why bank? Also, if we get slow enough to sink, which requires bringing in dynamic throttle for exact glide angle and then use apparent rate of closure with numbers to decelerate a bit more coming into ground effect, no need to round out...easier power/pitch approach.
Agree on second and also too much speed and too far down the runway.
Agree too much airspeed on third and also wing wagging, nose going wrong, adverse yaw. Why aileron. Put hands in lap and use rudder properly for correct yaw. Dynamic proactive as with TW or broom on hand is best. Again, with power pitch glide angle makes no difference.
Agree with too much airspeed with bearded guy on go around. And again, why did he get on the steering wheel on short final in useless hope to drive the nose back with bank which should have been set in crosswind side slip. Strong crosswind and using side slip actually teaches the student proper rudder control best. Set the wing and then just walk the centerline extended/centerline with rudder only. Dynamic proactive rudder and no aileron once wing is set. If wind changes then yes change wing but no coordination as it is rub tummy pat head deal.
The last guy was doing fine on his short field to touchdown on the numbers. He had it slowed enough to bring throttle into dynamic play as the most excellent glide angle and rate of descent control (not elevator which is airspeed control.) The horn should not bother us on short field, as we want to power/pitch all the way down with power and no round out and hold off. We are looking for an unpublished number well below Vso, an out of ground effect number. We still have to flair at the bottom to protect the nose gear. He could have used the apparent rate of closure with the numbers speed up in the last shot to get this power/pitch, slow and soft, less than Vso in low ground effect illusion. Like coming into an intersection with our auto (good muscle memory with right foot for deceleration) we need to develop proper elevator deceleration (flair) at the bottom in low ground effect. The airspeed indicator and Vso are of no help in low ground effect (where we should be first on takeoff and well down the runway and where we should end up all slowed up and ready to squat on power/pitch approach.)
You unfortunately have to teach the energy inefficient roll on the ground (most friction drag) takeoff technique and the most energy inefficient round out and hold off (where speed and LOC kill) landing technique. Tough situation and unfortunate for the student.
You should have your own you tube channel 🙄 ....but for now I'll listen to Josh !
"Set the wing and then just walk the centerline extended/centerline with rudder only." How do you know at what angle to set the wing?
@@warren5699 Using the side slip crosswind technique, we estimate the angle and speed of crosswind and set the bank angle we think will eliminate drift. We may adjust bank angle as necessary, but this is not coordinated with rudder which is yawing to bracket centerline only. Using the crab angle to eliminate drift, we walk the rudder pedals to drive our butt down the centerline extended. This also keeps the wing level. In no wind we simply walk the rudder pedals to keep the centerline extended and then centerline between our legs until we turn off the runway. Correct yaw, nose going the correct way, does not disrupt our other control efforts. Adverse yaw does. Stay off the steering wheel.
@@jimmydulin928the fact you call it a “steering wheel” says all I need to know. 😂😂
First
I think you even beat me 😆
Actually man, please, help pilots all over the world, make a video where you land without moving the ailerons at all. If your wing raises or drops just use slight opposite rudder pressure to raise it back up. Only use ailerons to turn to align with the centerline.
I only wish I’d seen that much sooner and never seen what most people do which is over controlling and causing their own turbulence.
I’ll keep that in mind. Im considering a new landing video. That might fit nicely in there
@@FreePilotTraining Try it. Commit to keeping ailerons still, I mean really still and centered, and keep them like that through your whole approach unless you need to correct a bank of more than 20degrees or make a turn only, and just add a bit of rudder pressure to keep wings level. I promise you, you will be as surprised as I was, how well the plane flies and how stable your approach and landing will feel. It opened my eyes to the fact that everyone over controls and I only wish someone pointed this out to me much sooner.
And btw this is how planes should be flown all the time in cruise as well. I tried this recently. I did a xcountry and only used rudder for the whole time in cruise unless I had to make a turn. The ride although bumpy became much less so instantly. Important point is rudder pressure as required, no need to stomp on them!
Interesting, I think I'll try that too
@@jmizzoninidon’t.
@@markor2476so you took it from one extreme to another extreme?
Of course you use the ailerons. You don’t keep them still and centered. That could end up really badly someday. Just use your ailerons, but don’t over control.
2nd video problem is obvious, You can't be cool and pop your collar in 2024, he is obviously using outdated swagger which is super dangerous. you never know when you might accidentally signal to a cougar that you're the swinging type or even worse you might just find yourself with a fever... A disco fever! On Saturday night of all things. I'll pray for you buddy.... I'll pray for you
😆
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